Charge-modifying apparatus for internal-combustion engines



A. MOORE July 1, 1930.

CHARGE MODIFYING APPARATUS FOR INTERNAL COMBUSTION ENGINES Filed Jun e 28, 1926 4 Sheets-Sheet m N E v N ATTORNEY July 1, 1930. A. MOORE 1,768,853

CHARGE MODIFYING APPARATUS FOR INTERNAL COMBUSTION ENGINES ATTORNEY July 1, 1930.

A. MOORE 1,768,853

CHARGE MODIFYING APPARATUS FbR INTERNAL COMBUSTION ENGINES Filed June 28, 1926 4 sheets-sixes; s

ATTORNEY y 1, 1930- A. MOORE l, 768,853

CHARGE MODIFYING APPARATUS FOR INTERNAL COMBUSTION ENGINES Filed June 28,1926 4 Sheets-Sheet 4 ATTORNEY intake passage the engine,

accompanying drawings in Patented July 1, 1930 UNITED STATES PATENT OFFICE aname'rou Moons; or

maxmooa conroaa'rrou,

NEW YORK, N. Y., ASSIGNOB, BY MESNE ASSIGNMENTS, TO

01 NEW YORK, N.

Y., A. CORPORATION OF DELAWARE CHARGE-MODIFYING APPARAT'U FOR INTERNAL-COMBUSTION ENGINES Application filed June 28,

My invention is of a charge modifying apparatus arranged to form a portion of a bypass conduit connecting the exhaust passage of an internal combustion engine with the above the carburetor and engine throttle, and constructed and arranged to effect delivery, into admixture with the fuel and air mixture from the carburetor in the intake passage, of air and exhaust gas of in proportions and quantities and at temperatures automatically regulated in consonance with the movement of the engine throttle to correct defects in the formation and distribution of the fuel and air mixture supplied by the carburetor and the burning thereof in the engine cyl' der under the various conditions 0 en e speed and torque.

This application is in part a continuation of my copending apphcation Serial No. 26,265, filed April 27, 1925.

The invention will be best understood from the following description of illustrative embodiments thereof, which are shown in the which Fig. 1 is a partly sectional view of an internal combustion engine equipped with a charge modifying device in accordance with my invention. Fig. 2 is a view similar to a portion of Fig. 1 and showing modified means for air admission and modified means for admixture of the charge modifying gases with the fuel and air mixture supplied by the carburetor. Fig. 3 is a section on line 3-3, Fig. 2. Figs. 4, 5 and 6 are detail views showin respectively positions of poppet valve of ig. 2 for idling, for partial throttle opening, and at or toward wide open throttle. Fig. 7 is a longitudinal sectional view of the charge modifying device with modified means for admittin V atmospheric air comprising a slide valve. ig. 8 is a section on line 8-8, Fig. 7. Fig. 9 is a partly diagrammatical view showing the ositions of air slide valve of Fig. 8 and ot er parts of the apparatus for partial throttle opening. Fig. 10 is a view similar to Fig. 9 and showing the position of the parts for full throttle opening, and Fig. 11 is an enlarged detail view of the valve operating cam sector.

Reference character 10 designates a cyl- 'for supplying 1926. Serial No. 118,963.

compression engines can be converted to high compression engines in other ways, as by use of longer connecting rods, or, of course, the engines may be constructed w th any desired compression ratio. Internal combustion engines with such high. compression ratios detonate violently when using ordinary gasoline, for example, as fuel, but are free from such detonation when provided with my conversion device. Reference numeral 11 indicates the exhaust manifold, 12 the intake manifold, 13 the curburetor, and 14 the throttle valve. 1

The charge modifying apparatus 15, which is connected to the exhaust conduit, preferably about opposite the back cylinder, and is also connected to the intake above the throttle, contains the heater 16 of good heat conducting material, preferabl copper, cast iron or the like. Anqmpact tu 17 is provided the exhaust gases from the exhaust manifold 11 to the chamber 18 in heater 16 without substantial loss of kinetic energy. The impact tube 17 is of substantially elbow form and as shown is screwed into the exhaust manifold 11 and constitutes the means for connecting device 15 to the exhaust manifold. The impact of exhaust gases entering the inlet passage 19, directed upstream against the gas flow in the exhaust conduit, ensures effective delivery of exhaust gas to the charge modifying device and engine intake, with practically no loss of the kinetic energy of the exhaust gases moving in the exhaust manifol The impact tube member 17 has aseparate outlet passage 20 directed downstream of the gas flow in the exhaust manifold. By direct ing inlet 19 upstream and outlet 20 downstream I ensure efiective circulation of a very substantial proportion of the entire hot exhaust gas 0 the entire through the chamber P 98 formed in the gas port 30. the hore54of and 48, for respectively lead 56 betweeli the air valve 50, and both ports gasandlmatedair into the chamber heater 16 and shell 38, and such gaseous matethoroughly mixed and their fl;

, and being e heat contemperature averaged by mixin further-heated by contact with t du ribs 58 on stove 16 are delivered at' 60% 7 quantity control valve 62, preferably a poppet valve, and after pasing valve 62 (or the needle valve 64 are delivered by tube 66 to the intalre mani old 12, preferably just over the butterfly throttle valve 14.

5 Thedelivery from pipe 66 to the intake pasage is pre erably m the direction of the air and fuel stream flow and in generally infashion. For example, the dehvery m be eflected through the centrally located an out et 68 ofcurvedpi 70, directed in the direction of inlet as ow, as shown in Fig. 1, or the hot I mm the charge modifying vice may delivered around and out beyond the end of the funnel or injector 72,

II also in the direction of flow in the mtake, as

drown in Fig. 2.

Valves 32, 50 and 62 are operated by the cam sector 74, valve 62 being actuated 'ts stem 76 by means of the cam 'on 78 of said member 74, and air valve 50 y the coaction of the teeth 80 of member 74 with the rack teeth 82 of said valve 50. The exhaust gas valve 32 is actuated from member 74 through the intermediation of the air 66 valve 50. Said valve 32 is held toward port IBIIMIQMMMHIMM- an lldweenflnedul audaeurea healing 3i??- inn-noun, gnwnn m clung ae 1a m or to ,dmewhuterlfiatapointldiacqttothe valveaiaufindbybein movedagahu oliletfll Said Misforthepasageof apring84h* valveiowithflle gaseegumgto In ands-id adjustable nutsllomfllethleadedstun Muwntmlledbyjalve t-l 18 52ofvalve32. Asisapparmtfmmiig'l, I it? i a: ruinll VII" 3) 'v-4'-v.|,\lH' om Yea Ull'llhl I yondrhidatheexhaustgasesafteradunhl 'val vefioopmsportfianditsopposrte nh:-;,|'| L a; makmgoontaetwi aoen lllust gutamthestemofvalvefifi pedm g gp g J yao serves to regulate the bleeding o V 96 ftzrFexhaust gas into the 85 56 ig The needle valve 64 for idlmg' has its port poppet valve 62 This as cures several important advantage? first thattheport 98isclosedassoonas ve62 further and p311; 98clis f d 62, possiea oseregulationovve an makingitunntoregulatevalve62in connection with any auxiliary passage, such asanopenport98,andsecon theneedle -valve64inport98'ismade -clearingin esame way as cleaning of bone 94 of valve 32 bv pin 92 is automatically obtained. The needle valve 64 is preferably provided with a relatively long, gradually tapering point soasto remaininport98even'whenvalve 62 is closed, and valve 62, free to turn, exce t as restrained by needle valve 64, is gui edand kept from turning thereby, as the former is opened or closed. 7

The cam member 74 is actuated automatically with the throttle 14, the crank arms thereof being preferably connected by linkage, as, for example, the link 99, which may be adjustably connected at either or both of the crank arms. 118

The hot mixture of air and exhaust gas, which is admitted above the throttle through the charge modifying devieeat partial throttle openings, is mingled directly with the charge, and the atomized fuel mixture delivered by the carburetor is completely vaporized and the temperature of the fuel mixture is materially raised.

It will be observed that the cam member 74 has a first acting cam portion 100 which opens valve 62 to a moderate extent (Fig. 9) and that the adjacent and following lower or recessed portion 102 of cam surface 78, which comes into coaction with valve stem 76 upon opening the throttle somewhat wider, 13o Y is of a form to permit a partial closing of valve 62 when it comes into action. This is because of the fact that when an automobile, for example, havin its engine provided with a carburetor intended and constructed to itself supply all the elements of the charge without subsequent additions and without provision for inlet of gases above the'throttle, 1S equip ed with the char e modifying device, an is operated at big speed and with the throttle opened to about the extent corresponding to engagement of cam portion'102 with valve stem 7 6, with a relatively high vacuum above the throttle because of the high engine s eed, if the poppet quantity valve 62 is .0 too much, starving of the mixture wil result, particularly in the .case of the carburetor supplyingya substantial-maximum economy fuel ratio, b

ed air above the thrott e because of the high suction produced by the high engine speed,

or, stated reversely, too little fuel, because ofa substantial reduction in, the uant'ity of air passing the fuel jet of the car uretor. The low spot or notch 102 in cam member 74 serves to permit valve 62 to close somewhat under these conditions andto prevent starving of the mixture. While relatively less economy is obtained with this arrangement at such throttle and poppet valve openings in case the engine is running slowly un der load, this is negligible, at least in automobile practice, since running under these conditions is of relatively seldom occurrence, and when it does occasionally happen, a good power mixture is desirable. 1

At and toward open throttle position, the hot air port 48 is closed by valve 32, and port 30 for exhaust gas is wide open; also poppet control valve 62 is wide open, being actuated the high portion 104 of cam face 78. See

b Fig. 10. The exhaust gas sup lied in this way efi'ectively prevents engine etonation. The

various ad ustments should be regulated to give enough exhaust gas in additionto the unscavanged gas remaining in the cylinders to prevent detonation, but not enough to cause power losses by undue dilution.

Cold air can advantageously be admitted with the exhaust gas used for preventing detonation at and toward open throttle, and means are provided for admission therewith of'air, preferably atmospheric air. The cooling effect of such atmospheric air upon the hot exhaust gas at such times. is of advantage, since additional heat is supplied to the charge by increased compression pressure, and the introduction of additional'heat units is preferably to be avoided because of reatmospheric air at or near wide open throttle.

In the'form of Figs. 7, 8, 9 and 10. within the outlet .well 61 below valve 62, which well is getting too much heatj controls an air inlet passage 112 to admit cold 7 air. Said inlet passage 112 is arranged so .that the incoming air travels in the direction of gas .-flow toward the engine intake. For example, said passage 112 may be arranged on a downward and inward incline, as shown in Figs. 7, 9 and 10. ;With such arrangement the exhaust gas passing through the slide,valve ports 110 serves to a substantial extent for injecting the cold air therewith, and such effect is supplemented by delivering the gases to e intake in the direction of stream flow therein, as by means of the nozzle 70.

Air inlet 112 is open only when'the valve 62 is actuated by cam portion 104, that is'to say at or toward wide open throttle positions, or at positions of the t tion would occur inan engine not equipped with the charge modifying device, and said inlet 112 serves to admit air in metered quanties to admix with and cool the ,hot exhaust gas passing to the intake through pipe 66. With such arrangement the heat of the ex-- haust gases is materially tempered orlowered before commingling with the fuel-air mixture delivered by the carburetor, thus providing 'a full cylinder charge'and preventing loss of volumetric elficiency through unduerarefaction of the charge by heat'of the exhaust gas supplied.

An alternative mode is to first deliver the heated exhaust gas separately to the mixture rottle where detonasupplied by the carburetor, and then after the I et valve stem 76 is extended and provided A with the poppet air valve suitably supported on shoulder 122 and serving to admit atmospheric air at 123to the intake manifold 12 through the tube 130 from the well 132 under valve 120. P0 pet valve 120 is made adjustable, preferab y by inserting shim washers 124 thereunder. In case cold air is not wanted, all the thin washers may be removed so that valve 120 will not be raised from its seat.

In addition to the leaf spring 125 for returning valve 62 to its seat, a second leaf spring 126 is held by bolt 128, and said spring 126 is apertured for the passage of stem part 76 and serves for returning valve 120 to its seat. Said air valve 120 is closed, except at times when the throttle is at or near its wide open position, as appears from the detail showing in Figs. 4, 5 and 6. It will be seen that such arrangement provides for first thoroughly vaporizing the atomized mixture of fuel and air, delivered by the carburetor at and toward open throttle position, by means of exhaust gas delivered through the pipe 66, and that not until this is done are the additional parts of cold air supplied, and the cooling action resulting therefrom obtained.

Since the fuel is thorou hly vaporized by direct admixture therewith of heated gases, high velocity in the intake assage is not es- .sential for purposes of brea ing up or atomizing the fuel and I have, therefore, found it useful to provide an expansion chamber of relatively large diameter, such as shown at 136, Fig. 2, in which the speed of the mixture stream is reduced and thorou h vaporizing is secured, and such expansion 0 iamber may be supplied as an attachment between the carburetor and intake manifold flange or can be made a part of either the carburetor or intake manifold parts, if so desired.

It is of advantage to make the working parts of the apparatus of rustless, heat resisting materia It will be seen that an internal combustion engine e uipped with my apparatus has numerous eatures of advantage. In addition to such features already referred to, no specially constructed, high-velocity intake passages, with abrupt changes in d rection, need be used, but the passages may be of generous dimension, smoothly rounded, and through which the ases of uniform composition flow readily and at low speeds without friction; loading up of the intake passages and cylinders with liquid fuel is avoided, crankcase dilution is eliminated, smoothness of engine operation and reduction of noticeable torque reaction of automobile engines is obtained the dangerous carbon monoxide is eliminated from the exhaust, it is un'necessa to change carburetor adjustments from ric in winter to lean in summer and vice versa, and numerous other advantages are secured, among which it is particularly to be noted that with my charge modifying device high pressure engines are run on ordinary gasoline without detonation, using substantially maximumeconomy fuel mixtures.

I claim: i

1. In an internal combustion engine, carburetor means for supplying a mixture of fuel and air to the engine, means communicating with said first-named means -for suplplyingi e fue the intake, and valved quantity determining hot exhaust gas into'admixturew-ith-t I and air stream from the carburetor, and means for separately supplying further air into the mixture. A

2. In an internal combustion engine, a car- 'buretor meansabove the carburetor for supplying hot exhaust gas into admixture with the fuel and air stream from the carburetor, and means for separately supplying further cold air into the mixture.

3. In an internal combustion engine, means for supplying hot gases into admixture with l the fuel-air stream from the carburetor substantially directly after passing the throttle, and means for supplyin air into the mixture at a point further on in the direction of intake gas flow.

4. In an internal combustionengine, means for supplying hot gases into admixture with the fuel-air stream from the carburetor substantially directly after passin the throttle, and means for supplying col air into the mixture at a point further on in the direction of intake gas flow.

5. Means for mixing exhaust gas and air, means for heating the mixture, and means for introducin such mixture into the intake of an interna combustion en 'ne through an opening which is decrease at a predetermined opening of the throttle as compared with its extent of opening for both smaller and greater openings of the throttle. 6v In an internal combustion engine, means for admitting hot gases to the engine intake above the throttle, and means for admittin cold air to the engine intake at a point sti nearer to the engine cylinders when and only when the throttle is at or near its wide open position. I

7 In an internal combustion engine, a bypass conduit from exhaust to intake, valved proportionin means to admit exhaust gas and air to sai conduit, valved means for controlling the quantity of such gases assing to the intake, a port for passage 0? ases to the intake at idling positions of the t rottle, and means for closing said port at widened throttle openings beyond that for idling.

8. In an internal combustion engine, a chambered member, conduit means for connecting same in communication with the exhaust conduit and with the intake conduit overthe throttle, valved means for proporiioning exhaust gas and hot air admitted to the chamber in said casin and valved means for controlling the quantity of such admixed gases admitted to the intake, and comprisin a poppet valve with a port formed therein an an adjustable needle valve coacting with said port.

9. In an internal combustion engine, a conduit discharging into the intake in gas flow direction, valved means for mixing hot air and exhaust gas in predetermined r0 portions for delivery to-said bypass and thence to means in said bypass comprising a pqppet valve havinga port formedtherein and an adjustable needle valve coacting with said port.

10. In an internal combustion engine, a chambered member, conduit means for connecting same in communication with the exhaust conduit and with the intake conduit over the throttle, valved means for proportioning exhaust gas and'hot air admitted to the chamber in said member, valved means for control-' said member, and means for controlling passage of such gases through said pipe comprising a valve having an o ening'therethrough when seated, and me us or closing said opening when the valve is .ved oif its seat.

12. Apparatus for modifying the fuel and air mixture delivered from the carburetor of an internal combustion engine, comprising a chambered heater having inlet means directed upstream of the exhaust conduit and outlet means directed downstream of the exhaust conduit, a casing providing an annular mixing and heating chamber about the heater walls, valved means for admitting into said mixing chamber exhaust gas from the heater and hot air, and a conduit leading from said mixing chamber to the engine intake over the throttle. 4 I

13. In an internal combustion engine,

.means for supplying exhaust gas and-air to the engine intake over the throttle, and means for heating same in the course of travel, com-- prising a heater through which is passed the exhaust gas supplied to the intake and, also additional quantities of exhaust gas, which last named quantities of exhaust gas after giving up heat are returned to the exhaust conduit.

' 14. A chambered heater having a septum in the chamber with anopening therethrough, exhaust gas supply means directed against the flow of exhaust gas in the exhaust conduit in communication with the space in the heater chamber on one side of the septum,

exhaust gas outlet means in communication with the space on the other side of the septum directed in the direction of flow of gas in the exhaust conduit, a valved port provided in the heater wall substantially adjacent to the outlet and on the same side of the septum as the outlet, and means for causing exhaust gas passing through said port and air to pass in a tortuous path about the heater walls and thence to the intake over the throttle.

15. In an internal combustion engine, means for providing a mixture of exhaust gas and air, and means interconnected with the throttle to automatically admit such mixture to the intake over the throttle and arranged so that passage of such mixture is partially:

shut off at a stage intermediate between stages of wider opening. p

16. In an internal combustion engine, means for admixing exhaust gas and air and for heating the mixture, and means inter-con; nected with the throttle for delivering said mixture to the intake over the throttle and arranged to automatically reduce the quantity of gases so delivered at a predetermined throttle position below the quantity delivered at lower and wider openings of the throttle.

1 17. In an internal combustion engine, means for admitting exhaust gas and air to the engine intake over the throttle, said means comprising a valve and a cam for operating the valve, the cam having a recessed portion in its working part, whereby'the valve is given a reduced opening between stages of wider opening.

18.- In an internal combustion engine, a

conduit for exhaust gas and air leading to the intake over the throttle, a poppet valve for controlling the quantity of gases passing through said conduit, a cam for operating said valve, said cam being interconnected to move with the throttle, means for shutting off the air admitted with the exhaust gas when the throttle is at or near its wide open-position, and. means operable with the shutting off of the air admitted with the exhaust gas to admit cold air to the intake at a point between the engine cylinders and the point of connection of said conduit to the intake.

. 19. In an internal combustion engine, a casing having air passages, a hollow heater in the casing witha mixing chamber therearound, said heater having aport in its wall leading' into said mixing chamber, said mixing chamber having an outlet into the engine intake over the throttle, means for delivering exhaust gas to the heater and in part back to the exhaust gas conduit, and in part through said port in the heater wall, a port provided from the .air passage to the mixing chamber, valves for said air and exhaust gas ports, the air valve having rack teeth, a rotary toothed member for actuating said air valve, and lost motion connecting means for actuating the exhaust gas valve from the air valve.

20: In an internal combustionengine, a conduit to the intake over the throttle, a second conduit to the intake between the first one and the engine cylinders, means for supplying exhaust gas through the first named conduit, means for supplying cold air through the second named conduit, and common actuating means for said two supply means.

21., In an internal combustion engine, including exhaust, intake and throttle, a bypass conduit from exhaust to intake over the throttle comprising a chambered heater, and means for circulating exhaust gas through the heater and back tothe exhaust conduit.

6 1,1oa,aoa

22. In an internal oombust-ion engine, ineluding exhaust intake and throttle, a bypass conduit from exhaust to intake over the throttle, means for circulating exhaust gas out of said exhaust and back into it for heating air, and means for introducing said air into the bypass conduit.

In testimony whereof, I have signed my name hereto.

ARLINGTON MOORE. 

